Ageing Gas Turbine Issues. C-130J Case Study

Ageing Gas Turbine Issues. C-130J Case Study

July 2018 Information is Proprietary & Confidential To StandardAero Ltd.

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July 2018 I Information is Proprietary & Confidential To StandardAero Ltd.

• The RAAF AE2100D3 Fleet consists of 58 Engines. (48 Installed, 10 Spare / above fit)

• AE2100D3 has an “On Condition” maintenance philosophy.

• On Condition philosophy managed by the RAAF as a “fly to failure” approach till 2010, then from 2014 through to 2016. Engines were still removed during this period for sustainment maintenance as well.

• High removal rate attributed to:

• Lack of Engine Fleet Planning.

• Poor MGT Margin

• Reduction in Preventative Maintenance actions

• Ageing engine components.

HISTORICAL OVERVIEW


• In flight events increased year over year culminating in 5 In Flight Shutdowns (IFSD) across a 5 week period in 2016 (Dual IFSD 5468)

• Inherent engine removal rate greater than repair turn around time.

• Unmanageably low serviceable engine asset levels.

• Budget overruns

• C-130J Powerplant operational confidence all time low.

RESULT….

jJuly 2018 Information is Proprietary & Confidential To StandardAero Ltd.

• During the root cause investigation, StandardAero concluded

that poor engine MGT health and worn compressor module

components enabled the engine to be more susceptible to failure

with aircraft anti-ice engaged.

• Five resultant factors were discovered;

1. Weather. (Dual IFSD)

2. Operations in Middle East exposes the engines to High

Pressure Altitude operations, in extreme temperatures; as

well as dusty and sandy environments, leading to

accelerated wear on engine components.

3. The effects of Preventative Maintenance on the bleed air

system has on the overall performance of the engine.

4. No OEM limits on compressor blade Chord dimensions

5. Divergent Aircrew Behavior.

ROOT CAUSE ANALYSIS



0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

5,500

6,000

6,500

7,000

7,500

Oct-

12

No

v-1

2D

ec-1

2Jan-1

3F

eb

-13

Ma

r-1

3A

pr-

13

Ma

y-1

3Jun-1

3Jul-1

3A

ug-1

3S

ep-1

3O

ct-

13

No

v-1

3D

ec-1

3Jan-1

4F

eb

-14

Ma

r-1

4A

pr-

14

Ma

y-1

4Jun-1

4Jul-1

4A

ug-1

4S

ep-1

4O

ct-

14

No

v-1

4D

ec-1

4Jan-1

5F

eb

-15

Ma

r-1

5A

pr-

15

Ma

y-1

5Jun-1

5Jul-1

5A

ug-1

5S

ep-1

5O

ct-

15

No

v-1

5D

ec-1

5Jan-1

6F

eb

-16

Ma

r-1

6A

pr-

16

Ma

y-1

6Jun-1

6Jul-1

6A

ug-1

6S

ep-1

6O

ct-

16

No

v-1

6D

ec-1

6Jan-1

7F

eb

-17

Ma

r-1

7A

pr-

17

Ma

y-1

7Jun-1

7Jul-1

7A

ug-1

7S

ep-1

7O

ct-

17

No

v-1

7D

ec-1

7Jan-1

8

AT

OW

(E

NH

R)

Propulsion System Maintenance SupportOPM-01: Average Time on Wing (ATOW) - A97J QECA

A97J QECA Target (Ave FTOW)

INHERENT OFF WING DRIVERS

Reason 2005-2009 2010-2014 2015-2017Low MGT Margin 14 10 4

Vibration 18 4 6

P/S Oil Pressure 8 5 1

1st Stage Turbine Distress 7 4 3

PGB Metal on Mag Plug 5 3 3

#2 Bearing Rivets 4 8 3

Compressor Flooding 5 0 0

Integral Oil Leak / Impending Bypass 4 3 4

2nd Stage Turbine Distress 3 1 0

Smelly Bleed 2 0 0

4th Stage Turbine Smash Plates 2 2 0

Over Torque 1 0 2

QEC (Sheetmetal)* 29 16 6

High MGT Event 0 2 9

Total Removals ** 103 58 43

Average Removals Per Year ** 21 11 14

Total Removals for Performance Related

Fault49 26 23

Percentage of Removals for Performance

Related Fault47.57% 44.83% 53.49%

Percentage of Engine Fleet Removed 177.59% 100.00% 74.14%

* Maybe not Primary Reason for Removal, but Discovered during Removal / Inspection.

* * Excludes Removed for Access, Sustainment Maintenance, FOD, Serviceability Checks, etc.


HI MGT Event – 5468 – Compressor Blade Erosion


HI MGT Event – 5467 – Comp Blade Deformation


Compressor Blade Limits


• Rolls Royce released Service Bulletins following the recent

surge events as they were attributed to eroded compressor

airfoils.

• AE2100D3-72-311 – 1st thru 14th Stage compressor blade

chord inspection.

• AE2100D3-72-312 – 1st thru 5th stage Variable vane chord

inspection.

•All RAAF engines that return to the AMC will have the

compressor split and blades measured, inspected and

replaced IAW the SB limits.

•28 Engines have already been through the Compressor

Remediation Program.


80%

83%

85%

88%

90%

93%

95%

98%

100%

103%

1 2 3 4 5 6 7 8 9 10 11 12 13 14

Ch

ord

-P

erc

en

tage

of N

ew

Compressor Stage

Propulsion System Maintenance SupportAE2100D3 Compressor Blade Chord Analysis

AE2100D3 EM Limit

AE2100D3 SB Limit

Average

>8,000 Bucket

>6,000 Bucket

<2,000 Bucket

Middle East Operations


http://www.google.com.au/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&ved=2ahUKEwiC5I3s-JTZAhXp5IMKHc_cBNAQjRx6BAgAEAY&url=http://joshuaalbertin.blogspot.com/2006/04/sand-storm.html&psig=AOvVaw0dn3A4V5-PMmCjDoPofu59&ust=1518132065901392

HI MGT Event – 5464 – Compressor Blade Erosion


Compressor Vane Erosion



C-130J Fleet Health

Gas Generator Case Baffle Damage


2nd Stage Turbine Vanes – Distorted


Low MGT Margin – 1st Stage Turbine Damage


HI MGT Event – 5467 – 1st Stage Turbine Damage


Goals


• Fundamental Change required in the fleet management

of the AE2100D3

• Goals

• Maximize / Optimize time on wing

• Reduce in flight events.

• Contain / Reduce sustainment costs

• Increase serviceable spare asset levels

• Plan engine removals prior to failure or in-flight event.

• Restore C-130J Power Plant operational confidence.

StandardAero Contact details

Andrew Wade, CSC

RAAF Program, Operations Manager

Richmond, Australia

Email: [email protected]

Chad Flowers

Director, Customer Programs

Winnipeg, Canada


Matt Bell.

Manager, Engineering

Winnipeg, Canada



mailto:[email protected]



QUESTIONSJuly 2018 I Information is Proprietary & Confidential To StandardAero Ltd.

Ageing Gas Turbine Issues. C-130J Case Study

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